Supplement Analysis for the Champlain Hudson Power Express Project April 2021

DOE/EIS‐0447‐SA‐1 Supplement Analysis for the Champlain Hudson Power Express Project April 2021

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Table of Contents

Contents 1. Introduction and Purpose ...... 1 1.1 Introduction ...... 1 1.2 New Circumstances or Information ...... 2 1.2.1 Proposed Changes ...... 2 1.2.2 Review of Information ...... 18 1.3 Background ...... 18 1.4 Purpose and Need for Agency Action ...... 18 1.5 Alternatives included in the 2014 FEIS ...... 18 1.5.1 No Action Alternative ...... 18 1.5.2 Preferred Alternative ...... 18 2. Impact Analyses ...... 18 2.1 Resource Areas Not Further Analyzed in this SA ...... 19 2.2 Resource Areas Analyzed in this SA ...... 19 3.0 Cumulative Impacts ...... 43 4.0 Mitigation ...... 43 5.0 Conclusion and Determination ...... 43

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

1. Introduction and Purpose

1.1 Introduction

The U.S. Department of Energy (DOE) has prepared this Supplement Analysis (SA) to evaluate the August 2014 Final Environmental Impact Statement (FEIS)1 for the Champlain‐Hudson Power Express (CHPE) Project in light of changes that could have bearing on the potential environmental impacts previously analyzed. The Council on Environmental Quality (CEQ) National Environmental Policy Act (NEPA) regulations direct agencies to prepare a supplement to either a draft or final EIS when a major Federal action remains to occur and either the “agency makes substantial changes to the proposed action that are relevant to environmental concerns” or there are “significant new circumstances or information relevant to environmental concerns and bearing on the proposed action or its impacts” that would require a supplemental EIS (40 CFR 1502.9(d)(1)(i)–(ii)). In this instance, there is new circumstances or information relevant to environmental concerns, as explained in detail below. DOE’s NEPA regulations state that when it “is unclear whether or not an supplemental EIS is required, DOE shall prepare a Supplement Analysis” (10 CFR 1021.314(c)). This SA provides sufficient information for DOE to determine whether (1) to supplement the existing August 2014 FEIS, (2) to prepare a new EIS, or (3) prepare no further NEPA documentation for the proposed action (10 CFR 1021.314(c)(2)(i)–(iii)).

Existing EIS evaluated in this SA:

. DOE/EIS‐0447 Champlain Hudson Power Express Transmission Line Project Final Environmental Impact Statement, August 2014.

The remainder of this SA is organized as follows:

. Section 1.0 contains the introduction, including a description of the proposed modifications to the Project and description of the proposed action; . Section 2.0 describes resource areas included in and excluded from the SA and comparative environmental impact analyses for included resource areas; . Section 3.0 discusses potential cumulative impacts; . Section 4.0 discusses potential mitigation methods; and . Section 5.0 includes the conclusion and determination.

1 See FEIS: https://www.energy.gov/nepa/downloads/eis‐0447‐final‐environmental‐impact‐statement and Record of Decision: https://www.energy.gov/nepa/downloads/eis‐0447‐record‐decision

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

1.2 New Circumstances or Information2

On October 6, 2014, DOE issued a Presidential Permit (PP‐362)3 authorizing Champlain Hudson Power Express, Inc. (CHPEI) to construct, connect, operate, and maintain the CHPE Project. The CHPE Project as currently permitted is a 1000 megawatt (MW), high‐voltage direct current (HVDC), underground and underwater merchant transmission system that would cross the United States‐Canada international border underwater near the Town of Champlain, New York; extend approximately 336 miles south through New York State; and interconnect to facilities located in Queens, New York. The terrestrial portions of the transmission line would be primarily buried in existing road and railroad rights‐of‐way (ROW). The aquatic portions of the transmission line would be primarily submerged in Lake Champlain and the Hudson, Harlem, and East Rivers.

As an administrative matter, on April 6, 2020, CHPEI and CHPE LLC jointly filed an application with DOE requesting that DOE reissue Presidential Permit No. PP‐362 to enable the transfer of the permit from CHPEI to its affiliate CHPE LLC. The DOE issued a Presidential Permit to CHPE LLC (PP‐481) on July 21, 2020.4

On September 25, 2020, CHPE LLC submitted an Amendment Application5 to DOE to amend its existing Presidential Permit PP‐481 regarding minor modifications in the route and location of the converter station (85 FR 62721; October 5, 2020)6. On January 15, 2021, CHPE LLC filed a supplement7 to its Amendment Application requesting that the capacity of the Project be increased from 1000 megawatts (MW), as currently permitted, to 1250 MW (86 FR 11960; March 1, 2021).8 The New York State Public Service Commission (NYPSC) approved the modified construction method on March 20, 2020 and seven of the route modifications and the relocation of the converter station on August 13, 2020. The eighth modification, the Harlem River Yard, was approved by the NYPSC on January 21, 2021. 1.2.1 Proposed Changes Since issuance of the original Presidential Permit (PP‐362) in 2014, CHPE LLC (or the Applicant), in consultation with stakeholders, has developed modifications to the Current Project Route (referred to as the Current Route), as well as a relocation of the proposed Converter Station in Queens, New York. The eight proposed route modifications represent the addition of approximately 5.1 linear miles, or an overall increase in project length of less than 2%. The Applicant has also identified a modified construction method along overland sections of the route that would reduce environmental impacts and has proposed an upgrade to increase the capacity of the cable from the 1000 MW capacity assessed in the 2014 FEIS to a 1250 MW capacity. The eight proposed modifications to the Current Route (referred to as the Route Modification) and the Current Converter Station relocation; the proposed installation

2 Throughout this document, the phrase “changes to the proposed action or new circumstances or information” refers to a substantial change to the proposed action that may be relevant to environmental concerns or significant new circumstances or information that may be relevant to environmental concerns and have bearing on the proposed action or its impacts consistent with 40 CFR 1502.9(d). 3 See PP‐363: https://www.energy.gov/sites/prod/files/2014/10/f18/PP‐362%20CHPE%20FINAL.pdf 4 See PP‐481: https://www.energy.gov/sites/prod/files/2020/07/f76/PP‐481_CHPE%20LLC.pdf 5 See: https://www.energy.gov/sites/default/files/2020/10/f79/DOE%20Application%209_25_2020_FINAL%20‐ %20Part%201%262_v2_0.pdf 6 See: https://www.federalregister.gov/documents/2020/10/05/2020‐21936/application‐to‐amend‐presidential‐permit‐chpe‐llc 7 See: https://www.energy.gov/sites/prod/files/2021/01/f82/DOE%20Supplement%201_15_2021_Active_57635652_2.pdf 8 See: https://www.federalregister.gov/documents/2021/03/01/2021‐04078/application‐to‐amend‐presidential‐permit‐chpe‐llc

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

method modification; and the proposed capacity upgrade are summarized in Table 1, illustrated in Figures 1 through 9, and described in this section.

To evaluate the impact of these proposed changes, DOE considered: information in the 2014 FEIS and Record of Decision (ROD); the Applicant’s proposed changes and refinements to the CHPE Project since the 2014 FEIS and ROD were issued as described in their Presidential permit Amendment Application and Supplement to that Amendment Application; the Applicant’s response to DOE data requests for additional information; and information received through the National Historic Preservation Act (NHPA) Section 106, Endangered Species Act (ESA) Section 7, and Magnuson Stevens Fishery Conservation and Management Act (MSA) Section 305(b)/ Fish and Wildlife Coordination Act (FCWA) re‐initiation of consultations.

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Table 1: Proposed Modifications to the Current Route and Current Converter Station Location

Current # Change Description / Reason(s) for Change Proposed Change(s) Municipalities Affected Route Miles

1 Putnam Station 96.6 – 101.5 Exit Lake Champlain four miles north of Current Route exit Reroute in road ROW within rural/agricultural Putnam, Dresden, Washington location. area. County (4.9 miles) Required due to installation barge draft requirements.

2 Fort Ann 117.6 – 120.9 Move cable from railroad ROW to road ROW. Reroute in road ROW within rural area. Whitehall, Fort Ann, Washington County (3.3 miles) Reduces rock removal and wetland impacts.

3 Schenectady 169.0 – 177.0 Reroute cable around downtown Schenectady. Reroute primarily in impacted railroad ROW and Schenectady, Glenville, Village road ROW within industrial/residential area. of Scotia, Rotterdam, (8.0 miles) Avoids impact to Schenectady downtown revitalization project, Schenectady County reduces community impacts. n II II 4 Selkirk Rail 194.0 – 197.0 Reroute cable around Selkirk Rail Yard. Reroute primarily in impacted railroad ROW and Bethlehem, Albany County Yard road ROW within industrial/residential area. (3.0 miles) Avoids conflicts with expanding railyard, reroute requested by railyard owner.

5 Catskill Creek 221.0 – 221.5 Utilize horizontal directional drilling (HDD) vs. bridge Reroute in road ROW and private property in Village of Catskill, Greene attachment to cross Catskill Creek; railroad bridge deemed residential area. County (0.5 miles) unfit for cable attachment.

6 Rockland 295.0 – 302.0 Utilize road ROW vs railroad ROW. Reroute in highly developed road ROW in Stony Point, Haverstraw, County residential/commercial area. Clarkstown, Villages of W. (7.0 miles) Community opposition to railroad route, addition of double Haverstraw & Haverstraw, tracks in railroad ROW makes installation problematic. Rockland County

7 Harlem River 330 – 332 Recent construction of new distribution centers and utility Reroute from congested rail yard to Randall’s New York City, Queens Yard infrastructure impact the Current Route. Island Park. County, New York County (2.0 miles)

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Table 1: Proposed Modifications to the Current Route and Current Converter Station Location

Current # Change Description / Reason(s) for Change Proposed Change(s) Municipalities Affected Route Miles

8 Astoria Rainey N/A (upgrade Change to underground AC cable route. Reroute of upgrade Reroute to different roads within Astoria, Queens New York City, Queens County Cable to AC to avoid underground utilities and residential neighborhoods. neighborhood. As part of the Joint Proposal of system) The previously proposed modification of the electrical Settlement conducted as part of the New York configuration by addition of a switch ring bus would not be State Article VII process (February 2012), multiple affected by the Astoria Rainey Cable Route Modification. alternative routes were considered for the Astoria Rainey Cable.

Converter Station

Converter 333 Utilizing alternative site for the Converter Station within the Change in Converter Station location within the New York City, Queens County Station same complex as the Permitted Converter Station location. same industrial complex; the proposed location is approx. 0.3 miles north of the Permitted Converter Station location.

Installation Method Modification

Conduit Entire Line Conduit trench installation method instead of open trench Reduction in construction impacts related to Entire Line Installation installation decreased duration of conduit trench line installation as compared to open trench line installation.

Capacity Upgrade

1250 MW Entire Line The CHPE Project, as currently permitted, is a 336-mile, 1000 Change in the capacity of the transmission line to Entire Line Upgrade MW, HVDC underwater and underground merchant a 1250 MW HVDC line. transmission line

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Putnam Station

The Putnam Station modification proposes to exit Lake Champlain near Milepost (MP) 97 (4.5 miles north of the Current Route exit point) and travel 7.5 miles along existing Route 9 ROW until it rejoins the Current Route along State Route 22 in Dresden at MP 101.5. The proposed modification avoids construction of the transmission line in the Federally Maintained Channel in southern Lake Champlain.

Fort Ann

The Fort Ann modification proposes relocating the cable from a Railroad ROW to the Old Route 4 ROW starting near MP 118 for 3.4 miles. This proposed modification would reduce wetlands impacts and rock removal impacts.

Schenectady

The proposed Schenectady modification would depart the Current Route at MP 169 and travel along a railroad ROW for 6 miles through the Village of Scotia, proceed under the Mohawk River via an HDD and then would join another Railroad ROW for 3.5 miles before rejoining the Current Route at MP 177. This modification would avoid construction within the Schenectady city center that would conflict with development plans.

Selkirk Rail Yard

The proposed Selkirk Rail Yard modification would depart the Current Route near MP 194 and travel along New York Route 32 ROW and other public and private road ROWs for 3.6 miles until it rejoins the Current Route within the railroad ROW near MP 197. This modification would avoid construction within Selkirk Railyard at the request of the railyard operator.

Catskill Creek

The proposed Catskill Creek modification would depart the Current Route at MP 221 and use the Allen Road ROW and private property to HDD under Catskill Creek, and then use the New York State Route 9W ROW before rejoining the Current Route at MP 221.5. This modification would avoid using a railroad bridge that is deemed unsuitable for cable construction.

Rockland County

The proposed Rockland County modification would involve relocating the cables from a railroad ROW to the Route 9W ROW and other public road ROWs through an 8 mile section in Rockland County. This modification would depart the Current Route at MP 295 and travel primarily along road ROWs for approximately 8 miles until it rejoins the Current Route at MP 302. There would be an approximate 1,000 foot net decrease of cable construction within the Hudson River as a result of this modification. This modification was proposed to respond to stakeholder opposition to use of the railroad ROW.

Harlem River Yard

The proposed Harlem River Yard (HRY) modification is an approximately 2 mile alternative to the Current Route through HRY. The modified HRY route would avoid construction in an area that has seen significant development since 2014; construction in this section would be extremely challenging as a result of post‐2014 development. The Applicant has been working closely with New York City agencies

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

to utilize a section of Randall’s Island Park for the alternative route to avoid HRY. This route relies on HDDs to avoid impacts to waterways.

Astoria‐Rainey Cable Modification

The proposed route modification is an alternative approximately 3.5 mile route for the Astoria Rainey Cable (ARC). The ARC is a required upgrade to the New York City grid system that is inherent to the proposed action. The modified ARC route would travel a different route under the streets of Astoria, Queens and is proposed to avoid impacts to existing underground infrastructure and residential areas. Alternative routes for the ARC were reviewed during the local government permitting process.

Converter Station Relocation

The proposed Converter Station relocation is an alternative parcel on an approximately 5 acre site located approximately 0.3 miles north of the Permitted Converter Station Site within the same Astoria Complex. The Astoria Complex is a heavily industrialized area of Astoria, Queens primarily used for electrical generation and distribution. Alternative locations for the Converter Station were reviewed during the local government permitting process.

Capacity Upgrade

CHPE LLC filed an Amendment Application on January 15, 2021 for a proposed upgrade to the transmission line capacity from 1000 MW, as currently permitted, to 1250 MW. 1 The Supplement to the Amendment Application included analyses of potential impacts to magnetic fields, compass deviations, and thermal cable losses, and concluded there would be no material change in construction or operation and maintenance impacts beyond those identified for the permitted 1000 MW project. Overland cable diameter would increase from 4.72 inches to 4.86 inches, and submarine cable diameter would increase from 5.24 inches to 5.36 inches. The approximately 3 percent increase in overland cable diameter would not necessitate an increase in the width of excavated trenches or HDD for installation of the overland 1250 MW HVDC cables (Canadian Border to Astoria) and 1250 MW HVAC cables (Astoria to Rainey). The approximately 3.2 percent increase in submarine cable diameter would not necessitate changes to the jet‐plowing, shear plowing installation, and HDD completion methods that would be used for in‐water installation or changes to the types of vessels used for in‐water installation. The Converter Station to support the proposed 1250 MW capacity modification would occupy a footprint of approximately 5.5 acres, which represents a 20 percent increase in the area necessary from the 4.5 acres needed for the Permitted Converter Station location. Sufficient land is available in the already industrialized Astoria Complex for construction of the 5.5 acre Converter Station.

Construction Method Modifications

The Applicant is proposing to modify the method for installing the cables along overland sections of the route. This proposed modification to the construction method would apply to all terrestrial segments of the proposed transmission line, including the eight proposed route modifications. The Applicant initially proposed, and the 2014 FEIS assessed impacts from, direct burial of the cables via open trench excavation and direct placement of the cables at the bottom of the trench along the alignment, prior to

1 See PP‐481 Supplement To Pending Application of CHPE LLC To Amend Presidential Permit at Page 5: https://www.energy.gov/sites/prod/files/2021/01/f82/DOE%20Supplement%201_15_2021_Active_57635652_2.pdf

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

the full restoration of the trench. The Applicant has concluded that installing the cables within a conduit within the established trench along the overland portions of the CHPE Project (referred as the Series Installation Method) would reduce construction impacts as compared to the initially proposed direct placement and open trench installation. The proposed width and depths of the trenches for terrestrial segments of the transmission line would remain unchanged from that associated with the initially‐ proposed open trench and direct burial technique.

The proposed Construction Method Modifications would:

1. Reduce the length of the open trench required at any given time during construction; 2. Reduce the duration of community impacts, as installation within a particular segment of the alignment would progress more quickly; 3. Provide more flexibility in scheduling and sequencing the various construction trades necessary to dig the trench, install the conduit, backfill the trench, and pull the cable; and 4. Reduce thermal impacts to surrounding soils by virtue of the insulating effect of the conduits.

Therefore, the proposed Series Installation Method decreases overall impacts.

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Preferred A lternative 0 Milepost 0 Certified Milepost

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Figure 1 – Putnam Station Route Modification

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

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Figure 2 – Fort Ann Route Modification

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Pre ferred Alternative Milepost

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Figure 3 – Schenectady Route Modification 11

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Pre ferred Alternative Milepost

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Figure 4 – Selkirk Railyard Route Modification 12

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

)

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Figure 5 – Catskill Creek Route Modification

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Pre ferred Alternative Milepost

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Figure 6 – Rockland County Route Modification 14

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

O Certi fied Milepost Proposed HOD - Preferred Route Certi fied Route - Subm anne Certi fied Route - - Terrestnal Preferred Converter Station

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Figure 7 – Harlem River Yard Route Modification 15

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Pre ferred Alternative Milepost

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Figure 8 – Astoria Rainey Cable Route Modification 16

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

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Figure 9 – Converter Station Relocation

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

1.2.2 Review of Information In preparing this SA, DOE evaluated whether environmental conditions, requirements, and other changes have occurred to determine whether the baseline natural environment has changed significantly since the FEIS was issued in August 2014. The evaluation focused mainly on those resource areas with potential to be impacted by the proposed design changes to the Current Route. No changes in environmental conditions or requirements were identified for visual resources; hazardous materials and wastes; public and occupational health and safety; air quality; or socioeconomics that were not addressed in the 2014 FEIS. Therefore, no substantial changes or significant new circumstances or information that may be relevant to environmental concerns and have bearing on the proposed action or its impacts are identified for inclusion in this SA for these resource areas. 1.3 Background The CHPE Project, including the proposed Route Modifications and upgrades, would be an approximately 341.1‐mile (548.9‐kilometer [km])‐long, 1250 MW, high‐voltage merchant electric power transmission system that includes a transmission line that would extend to Astoria, Queens, New York. The system would include the transmission line, a direct current (DC) to alternating current (AC) Converter Station, and high‐voltage alternating current (HVAC) interconnections from the proposed Converter Station to the New York Power Authority (NYPA) Astoria Annex and the Consolidated Edison Company of New York, Inc. (ConEd) Rainey substations in Queens. 1.4 Purpose and Need for Agency Action CHPE LLC has applied to DOE for an Amendment to a previously issued Presidential Permit (Permit PP‐ 481 issued July 21, 2020) that would allow the company to construct, operate, maintain, and connect an approximately 341‐mile (548‐km), 1250 MW, high‐voltage electric power transmission system in the United States that would cross the U.S./Canada border, including proposed modifications to the Current Route and other modifications and upgrades. If DOE issues the Amendment, the Presidential permit would authorize the international border crossing. The purpose of and need for DOE’s action is to decide whether or not to issue an amended Presidential permit for the CHPE Project. 1.5 Alternatives included in the 2014 FEIS 1.5.1 No Action Alternative CEQ and DOE regulations require consideration of the No Action Alternative. The No Action Alternative serves as a baseline against which the potential environmental impacts of a proposed action can be evaluated. Under the No Action Alternative, DOE would not issue a Presidential permit for the CHPE Project, the transmission system would not be constructed, and the potential impacts from the project would not occur. 1.5.2 Preferred Alternative DOE’s Proposed Action (Preferred Alternative) is the issuance of an amended Presidential permit that would authorize the construction, operation, maintenance, and connection of electric transmission facilities at the United States‐Canada border.

2. Impact Analyses DOE conducted a screening of all resource areas that were addressed in the 2014 FEIS to determine which areas could potentially be affected by the proposed changes to the CHPE Project. Section 2.1

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

summarizes resource areas with no change in impacts and that are not further analyzed in the SA. Section 2.2 summarizes resource areas that are included for analysis in the SA. 2.1 Resource Areas Not Further Analyzed in this SA The following resource areas in Table 2 below are not analyzed in this SA, because it is clear that they will not be significantly affected by the new circumstances or information.

Table 2. Resource Areas not Further Analyzed in this SA Visual Resources The Route Modification eliminated the need for above-ground cable cooling stations. Therefore, visual impacts of the would be reduced. Temporary visual impacts from construction would occur at different locations for the route modifications. However, the characteristics of the temporary visual impacts would be similar. The relocation of the Converter Station would minimally change the visual impacts; however, the relocated Converter Station would remain within the same industrial complex in Astoria as the Permitted Converter Station location and revision of the visual impacts analysis is therefore not warranted.

Public Health and Safety Public health and safety impacts from construction would occur at different locations for the route modifications than for the Current Route but would generally have similar characteristics.

Hazardous Materials and Hazardous materials and waste impacts from construction would occur at different locations for the route Wastes modifications than for the Current Route but would generally have similar characteristics.

Temporary construction waste generation would occur from terrestrial construction of the approx. 7.5 mile right-of-way for the Putnam Station Route Modification that would not have occurred for the aquatic construction for the Current Route.

Air Quality Air quality impacts from construction would occur at different locations for the route modifications than for the Permitted Route but would generally have similar characteristics. Air quality impacts would be reduced from the elimination of construction of the above-ground cable cooling stations.

Temporary air quality impacts would occur from terrestrial construction of the approx. 7.5 mile right-of-way for the Putnam Station Route Modification that would not have occurred for the aquatic construction for the Current Route.

Socioeconomics Socioeconomic impacts / benefits from construction would generally have similar characteristics to socioeconomic impacts / benefits of the Current Route.

2.2 Resource Areas Analyzed in this SA The following resources areas are analyzed in this SA:

 Cultural Resources  Land Use  Transportation and Traffic  Water Resources and Quality  Aquatic Habitats and Species  Aquatic Protected and Sensitive Species  Terrestrial Habitats and Species  Terrestrial Protected and Sensitive Species  Wetlands  Geology and Soils  Infrastructure  Recreation

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

 Noise  Environmental Justice

Impact analyses for the resource areas included in the SA are shown in Table 3. The eight proposed route modifications and the proposed relocation of the converter station correspond to the four Project segments assessed in the 2014 FEIS as follows:

 Lake Champlain Segment ‐ Putnam Station  Overland Segment ‐ Fort Ann , Schenectady, Selkirk Rail Yard, Catskill Creek  Hudson River Segment ‐ Rockland County  NYC Metro Segment ‐ Harlem River Yard, Converter Station, Astoria‐Rainey Cable Modification

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Table 3. Comparison of Potential Environmental Impacts Resource Area/Segment Summary of Potential Impacts in the CHPE Summary of Potential Impacts as a Result of Difference in Potential Impacts Transmission Line Project 2014 FEIS New Circumstances or Information

Cultural Resources Ground disturbing activities associated with installation The Applicant completed cultural resources studies The Phase IA Archaeological Assessments of the transmission cables could result in adverse (Phase IA Archaeological Assessments) related to concluded that no additional studies are effects on historic properties in the Area of Potential the proposed Route Modifications, which were necessary for the Route Modifications and Effects (APE). Analysis conducted for the 2014 FEIS submitted to NYSHPO and the concurring parties potential impacts are similar to those described in identified terrestrial archaeological sites, underwater for concurrence that no further studies be required. the 2014 FEIS. The NYSHPO concurred with the sites, 36 National Register eligible or listed architectural NYSHPO concurred with the findings and conclusions and signed an amended properties and 2 historic cemeteries in the APE. A conclusions of the reports in letters dated April 22, Programmatic Agreement that addresses potential Programmatic Agreement (PA) was developed May 5, and October 20, 2020. impacts to cultural and historic properties for the between the New York State Historic Preservation CHPE Project. Office (NYSHPO) and DOE to manage and resolve The Programmatic Agreement was updated to adverse effects through avoidance, minimization, or reflect the Amendment Application and was mitigation. The PA was signed by NYSHPO and DOE executed on March 10, 2021. as executing parties and the U.S. Army Corps of Engineers and CHPE, Inc. as concurring parties in The Applicant prepared an Updated Cultural June 2014. Resources Management Plan, which was submitted by DOE to the NYSHPO for review. A Cultural Resources Management Plan was prepared NYSHPO approved the plan on February 22, 2021. by the Applicant to specify how historic properties DOE provided the plan to the concurring parties to within the APE would be considered and managed and the Programmatic Agreement and received no describe the process for resolving adverse effects and objections, at which time the plan became final. determining the appropriate treatment, avoidance, or mitigation of any effects. Land Use Construction and operation would be consistent with The land use impact types and mechanisms are the The land use impact types and mechanisms are the relevant land use plans and policies. Aquatic cable same as described in the 2014 FEIS, because the same. There would be less aquatic use installation would result in additional vessel traffic construction and operations would be conducted in disturbance, because there would be less immediately surrounding a work area that would be off generally the same manner along the Route transmission line placed in Lake Champlain and limits to other vessels. However, construction would be Modifications. No conflicts with land use plans have the Hudson River under the Route Modifications. temporary, and commercial and recreational vessels been identified along the Route Modifications. There would be more terrestrial land affected would not be prohibited in adjacent areas. Construction Because the cables would be installed primarily under the Route Modifications due to the 10.6 in terrestrial areas would occur primarily in existing within previously disturbed railroad and road additional miles of transmission line in the road/railroad ROW and would generally be compatible ROWs, it is anticipated that the Route Modifications terrestrial environment. However, the Route with road and railroad operations, but could result in would not directly affect existing or future land Modifications would not substantively change the temporary road lane closures, reduced shoulders, and uses. In addition, because the cables would be affected environment for land use as described in presence of equipment and construction personnel. buried, they would not change the character of the the 2014 FEIS. The Route Modifications would be During operations and maintenance, there is potential neighborhoods traversed and would not adversely located in similar land uses as those considered in for future limitations on water-based and land-based affect local or regional land uses, land planning, or the 2014 FEIS, and cables would be placed uses. Emergency repair and maintenance impacts any federal, state, or local public lands. The primarily in existing and disturbed road/railroad would be similar to construction impacts, but shorter in proposed converter station location is in close ROWs. duration and with more localized disturbance. proximity to the location considered in the 2014

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

FEIS and has been utilized for the same purposes A few notable, but non-significant, differences as the location considered in the 2014 FEIS. include: 1) the route is adjacent to roads for a longer period, such as the stretch along Route 22, 2) the route no longer goes through the downtown area of Schenectady, 3) the proposed Rockland County Route is along a road ROW rather than a railroad ROW, 4) there are no cooling stations, and 5) the converter station would occupy one additional acre of land.

Transportation and Traffic Lake Champlain Segment Construction: Construction would be entirely Construction: The Putnam Station Route Construction: Construction of the Putnam underwater in this segment. Transmission cable Modification includes approximately 7.5 miles of Station Route Modification would affect 7.5 miles installation would result in additional vessel traffic on new construction in existing road ROW, replacing of road that would not be affected by the Current Lake Champlain, which could inconvenience and aquatic construction for the Current Route. The Route. Application of the Maintenance and create minor navigational obstacles (e.g., temporary Route Modification moves the CHPE Project out of Protection of Traffic Plan to the Putnam Station loss of use of portions of waterways) for other the Narrows of Lake Champlain, a federally- Route Modification would mitigate potential commercial and recreational vessels using the lake. maintained navigation channel. impacts from construction.

Section 5.2.2 of the 2014 FEIS describes how construction would be completed along Route 22, including development of a Maintenance and Protection of Traffic Plan.

Traffic volumes along this stretch of the road are expected to be consistent with those for the section of Route 22 along the Current Route. The proposed Putnam Station Route Modification would represent an extension of this work and the Maintenance and Protection of Traffic Plan would be applied to the reroute. The Putnam Station route modification may require temporary closure of one lane of Route 22; complete closure of Route 22 is not anticipated to be required for construction. Overland Segment Construction: Trenching operations would be used to Construction: The Fort Ann Route Modification Construction: Construction of the Fort Ann Route install the HVDC cables within the railroad and road includes approx. 4 miles of new construction in Modification would affect 7.5 miles of road that ROWs in the Overland Segment. Transmission cables existing road ROW, replacing construction in an would not be affected by the Current Route. would exit Lake Champlain via HDD and directly existing railroad ROW for the Current Route. connect with the New York State Route 22 ROW, Construction of the Selkirk Rail Yard Route thereby avoiding interfering with existing railroad tracks The Selkirk Railyard Route Modification includes Modification would affect 5 miles of road that and a municipal road. Two road-crossing methods approx. 5 miles of new construction in existing road would not be affected by the Current Route.

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

would be used during construction: trenched (open cut) ROW, replacing construction in an existing railroad or trenchless (HDD). The majority of cable installation ROW for the Current Route. Construction of the Catskill Creek Route along New York State Route 22, along city streets in Modification would affect 1 mile of road that would Schenectady, and along Alpha Road in Catskill, would The Schenectady Route Modification would be not be affected by the Current Route. be parallel to the road and within the road ROW. constructed in primarily existing/expanded railroad ROW. The Schenectady Current Route anticipated For the Schenectady Route, potential impacts of construction on (under) existing road ROW. The the Current Route would be temporary road Schenectady Route Modification crosses the I-890 / closures; potential impacts of the Schenectady I-90 Interchange in Scotia in the vicinity of the Route Modification would include potential Route Modification Mohawk River crossing. interruption of rail service from construction activities in the railroad ROW and also potential The Catskill Creek Route Modification would temporary construction impacts to the I-890 / I-90 replace construction of an expanded railroad ROW Interchange. for the Current Route with construction in an approx. 1-mile existing road ROW and additional Application of the Maintenance and Protection of construction in existing railroad ROW south of the Traffic Plan to the Route Modifications would HDD river crossing. mitigate potential impacts from construction.

Hudson River Segment Construction: Within the terrestrial portion of the Construction: The Rockland County Route Construction: Construction of the Rockland Hudson River Segment, the cables would be installed Modification would replace construction in an County Route Modification would affect along the railroad ROW and along U.S. Route 9W expanded railroad ROW for the Current Route with approximately 7 miles of road that would not be through the towns of Stony Point, Haverstraw, and construction in an approx. 7-mile existing road affected by the Current Route. Temporary lane Clarkstown between MP 295 and MP 303. HDD ROW. Temporary construction transportation closures would be required for construction These technology would be used at the transitions from impacts from construction in an existing road ROW effects would be temporary and, in general, most water to land and at several other locations along the would differ from transportation impacts from disturbances would last only a brief period of a route, including intersections of road and railroad expanding an existing railroad ROW. NYS Route few days or a week at any particular location. ROWs, which would minimize impacts on traffic. 202/9W are major thoroughfares in Rockland County, with potential traffic impacts if temporarily Application of the Maintenance and Protection of closed for construction. Traffic Plan to the Rockland County Route Modification would mitigate potential impacts from construction.

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

NYC Metro Segment Construction: Approx. 3 miles of transmission cable Construction: The Astoria-Rainey Cable Construction: Construction of the Astoria Route would be installed beneath city streets in Queens Modification proposes construction on/under 20th Modifications would affect approximately the from the Astoria Annex Substation to the Rainey Avenue and Shore Blvd to 14th Street in Astoria same distance of road as would be affected by the Substation in this segment. Installation of the (modification from 21st Avenue and 23rd Street to Current Route. Temporary lane closures would be transmission line within the ROW of city streets would 12th Street for the Current Route). required for construction. These effects would be partially close the streets with traffic restricted to temporary and, in general, most disturbances narrower travel lanes resulting in a temporary impact would last only a brief period of a few days or a during construction. Sidewalks could be closed week at any particular location. temporarily; however, one side of the street would be open at all times. Some on-street parking spaces Application of the Maintenance and Protection of would be temporarily lost during this time. A Traffic Plan to the Route Modifications would Maintenance and Protection of Traffic Plan would be mitigate potential impacts from construction. submitted to the City of New York for approval prior to commencement of construction activities. Water Resources and Quality Localized turbidity and contaminant introduction Surface water delineations were performed along The water resources and quality impact types and impacts on surface quality during transmission line the Route Modifications. The water resources and mechanisms are the same, and overall, there installation in lakebed and river bottoms, and stream quality impact types and mechanisms are the same would be less streams crossed and a smaller crossings, from constructing near water resources and as described in the 2014 FEIS, because distance of Lake Champlain lakebed and Hudson in water resources (i.e., water-jetting, shear plow, construction and operations would be conducted in River bottom affected with the Route trenching, HDD, and blasting). Localized increases in generally the same manner along the Route Modifications. In addition, there would be less suspension of sediments in groundwater and nearby Modifications. One notable difference is the floodplain crossed. wells. Temporary clearing, ground disturbance, and Applicant’s addition of another cable installation construction activity would occur in floodplains. Similar option called Series Installation Method. This One less stream crossing. impacts would occur for operations due to disturbances method would reduce surface disturbance and from emergency repairs. Transmission line operation lessen the duration of impact compared to the 1,000 feet less transmission line placed in the would also result in negligible temperature/thermal direct burial technique; this method also slightly Hudson River. increases in surface waters in the immediate vicinity of reduces the cable’s thermal impacts by virtue of the the cable. insulating effect of the conduit it is placed in during 4.69 miles less transmission line placed in Lake installation. Champlain. The 2014 FEIS Section 3.2.4 states that the Overland Segment Region of Influence (ROI) crosses through 361 total stream crossings 303(d) impaired waters: same impaired waters more than 230 open water features. The 2020 affected, but with less potential for impact to Lake Presidential Permit Amendment Application provides 100.98 miles of transmission line placed in the Champlain and the Hudson River due to the an updated number of stream crossings for the Current Hudson River. reduced length of transmission line in these Route - 362 streams crossed. surface waters. 96.31 miles of transmission line placed in Lake 101 miles of transmission line placed in Lake Champlain. Floodplains: 4.8 acres less Champlain. 303(d) impaired waters affected: Lake Champlain, South Bay, Hudson River, Harlem River, East River

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

88 miles of transmission line placed in the Hudson Cable Heat Loss: Thermal impacts significantly River. Floodplains: 13.09 acres potentially affected less, because heat loss (25 W/m) is significantly less than the previously assumed 43.1 W/m. 303(d) impaired waters affected: Lake Champlain, Cable Heat Loss: 25 W/m South Bay, Hudson River, Harlem River, East River

Floodplains: 17.89 acres potentially affected (note: this number is based on a new geospatial analysis and not from the 2014 FEIS)

Cable Heat Loss: 43.1 Watts per meter (W/m) Aquatic Habitats and Species Localized disturbance of lake bottom, river bottom, and The aquatic habitats and species impact types and The aquatic habitats and species impact types stream beds during construction resulting in habitat mechanisms are the same as described in the 2014 and mechanisms are the same, and overall, there degradation, avoidance, or loss; noise and vibration FEIS, because construction and operations in would be less streams crossed and a smaller area impacts (including any blasting); impacts on benthic aquatic habitats would be conducted in the same of Lake Champlain lakebed and Hudson River communities; and potential for accidental exposure to manner along the Route Modifications. bottom affected with the Route Modifications. hazardous materials. Potential non-significant mortalities of individuals among non-mobile aquatic 584 acres of Lake Champlain lake bottom 28 acres less of Lake Champlain lake bottom species could occur from inability to adapt to new disturbance. disturbance. sediment conditions. 532 acres of Hudson River river bottom 1 acre less of Hudson River river bottom Non-significant generation of magnetic fields and disturbance. disturbance. induced electric fields detectable, and potentially avoided, by some fish and shellfish species. Sediment 36 acres of Harlem River river bed disturbance. Same acreage of disturbance of Harlem River temperatures increase above the cables might lead to river bed. localized habitat avoidance of benthic infauna. 361 streams crossed. 1 less stream crossed. Emergency repair effects expected to be less than 5 Significant Coastal Fish and Wildlife Habitats construction, because they would be shorter-term and (SCFWH) crossed. Same number of Significant Coastal Fish and more localized. Wildlife Habitats (SCFWH) crossed. 3 total miles of concrete mats in Lake Champlain, 612 acres of Lake Champlain lake bottom disturbance. Hudson River, and Harlem River. Same miles of concrete mats in Lake Champlain, Hudson River, and Harlem River. 533 acres of Hudson River river bottom disturbance. Magnetic Field: 70.2 mG in the Hudson River and Harlem River at river bed. Note that a more detailed Magnetic Field: generally less. 36 acres of Harlem River river bed disturbance. magnetic field analysis was performed for required burial depths for the CHPE Project compared to the Cable Heat Loss: Thermal impacts significantly 362 streams crossed. analysis performed for the 2014 FEIS (which made less, because heat loss (25 W/m) is significantly some assumptions and used a shallower burial less than the previously assumed 43.1 W/m. depth than required). In addition, the Applicant

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

5 Significant Coastal Fish and Wildlife Habitats notes that magnetic fields in the aquatic (SCFWH) crossed. environment were determined primarily for federally threatened and endangered aquatic species, and 3 total miles of concrete mats in Lake Champlain, because there are none in Lake Champlain, a Hudson River, and Harlem River. magnetic field determination was not made for that waterbody. However, the Applicant has stated that Magnetic Field: 162 milliGaus (mG) at lake/river bed; there is no indication that magnetic fields generated 77 mG 10 feet above lake/river bed; up to 600 mG at in Lake Champlain would cause any significant concrete pads. effects.

Cable Heat Loss: 43.1 Watts per meter (W/m) Cable Heat Loss: 25 W/m Aquatic Protected and Sensitive Species Aquatic Protected and Sensitive Construction and operations impacts on aquatic The aquatic protected and sensitive species impact The aquatic protected and sensitive species Species protected and sensitive species are the same as types and mechanisms are the same as described impact types and mechanisms are the same, and described above for aquatic habitats and species. in the 2014 FEIS, because construction and overall, there would be less in-water construction Protected and sensitive species may be more sensitive operations in aquatic habitats would be conducted due to the smaller area of Lake Champlain to these impacts. In addition, potential vessel collisions in the same manner along the Route Modifications. lakebed and Hudson River bottom affected with with shortnose and Atlantic sturgeon were identified as the Route Modifications. a potential impact. The quantitative aquatic habitat impacts are described above under Aquatic Habitats and The quantitative aquatic habitat impact differences The quantitative aquatic habitat impacts are described Species. are described above under Aquatic Habitats and above under Aquatic Habitats and Species. Species. Endangered Species Act Section 7: Critical Habitat Endangered Species Act Section 7: NOAA concurred was designated in the Hudson River for Atlantic There is no difference in the outcome of the with DOE’s Not Likely to Adversely Affect determination sturgeon in 2017. DOE reinitiated consultation for Endangered Species Action Section 7 for those species potentially affected by the CHPE the Route Modifications and to address this Critical consultation or the Magnuson-Stevens Fishery Project. Habitat. On March 31, 2021, NOAA concurred with Conservation and Management Act consultation DOE’s determination that the proposed changes do for EFH. State Listed Aquatic Species: 4 species in Lake not alter DOE’s effects determination of Not Likely Champlain and 1 species in Hudson and Harlem Rivers to Adversely Affect for any ESA-listed species The use of HDD technology would avoid impacts potentially affected by the construction and operations under NOAA’s jurisdiction. NOAA also concurred to the two state-listed freshwater aquatic species impacts described. with DOE’s Not Likely to Adversely Affect (the banded sunfish and brook floater). determination for the Atlantic sturgeon designated critical habitat.

Magnuson-Stevens Fishery Conservation and Management Act Section 305(b)/Fish and Wildlife Coordination Act: DOE reinitiated consultation for the Route Modifications. On March 31, 2021, NOAA determined that no additional EFH consultation was required.

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

State Listed Aquatic Species: 2 additional threatened species potentially affected by the Route Modifications in Rockland County based on NY Natural Heritage Program review – banded sunfish (Enneacanthus obesus) and brook floater (Alasmidonta varicose). Terrestrial Habitats and Species Construction and operation would generally affect The terrestrial habitats and species impact types The terrestrial habitats and species impact types terrestrial habitats by the permanent removal and and mechanisms are the same as described in the and mechanisms are the same. The Route crushing of vegetation, soil compaction, and dust 2014 FEIS, because construction and operation Modifications would result in about 10.6 additional generation. Noise would temporarily increase, which would be conducted generally in the same manner miles of transmission line in the terrestrial could result in impacts on wildlife (e.g., reduced along the Route Modifications. One notable environment, primarily in existing and already communications ranges, habitat avoidance). Species difference is the Applicant’s addition of another disturbed road/railroad ROW. displacement would occur during vegetation removal; cable installation option called the Series however, habitat fragmentation and permanent Installation Method. This method would reduce 1 acre less of existing forest temporarily disturbed. displacement of entire breeding populations would not surface disturbance and lessen the duration of occur, because construction activities would be in impact compared to the direct burial technique. 2 acres less of forest permanently converted to fringe habitat within or along existing ROWs. Potential managed grasses or shrub habitat. non-significant mortalities could occur of individuals Habitats and vegetation along the Route among less-mobile species from inability to avoid Modifications are no different than those described equipment. Impacts on terrestrial habitats would occur in the 2014 FEIS, as the transmission line would be primarily along existing road/railroad ROW, where most placed primarily in existing and already disturbed vegetation is already maintained/disturbed. Some road/railroad ROWs. No unique or notable habitats forest would be temporarily and permanently impacted. were identified during field work.

236 acres of existing forest temporarily disturbed. 235 acres of existing forest temporarily disturbed.

48 acres of forest permanently converted to managed 46 acres of forest permanently converted to grasses or shrub habitat. managed grasses or shrub habitat.

Terrestrial Protected and Sensitive Species Construction and operation impacts on terrestrial The terrestrial protected and sensitive species The terrestrial protected and sensitive species protected and sensitive species are similar to those impact types and mechanisms are the same as impact types and mechanisms are the same. described above for terrestrial habitats and species. described in the 2014 FEIS, because construction The Route Modifications would result in about Protected and sensitive species may be more sensitive and operation in aquatic habitats would be 10.6 additional miles of transmission line in the to these impacts. conducted in the same manner along the Route terrestrial environment, primarily in existing and Modifications. One notable difference is the already disturbed road/railroad ROW. The quantitative terrestrial habitat impacts (i.e., forests) Applicant’s addition of another cable installation are described above under Terrestrial Habitats and option called the Series Installation Method. This Species. method would reduce surface disturbance and

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

lessen the duration of impact compared to the The quantitative terrestrial habitat impact Endangered Species Act Section 7: USFWS concurred direct burial technique. differences are described above under Terrestrial with DOE’s Not Likely to Adversely Affect determination Habitats and Species. for those species potentially affected by the CHPE The quantitative terrestrial habitat impacts (i.e., Project, which included Indiana bat, northern long- forests) are described above under Terrestrial There is no difference in the outcome of the eared bat, and Karner blue butterfly. Habitats and Species. Endangered Species Action Section 7 consultation. There are no new impacts to State State listed terrestrial species: 14 plants and animals Endangered Species Act Section 7: DOE Listed Terrestrial Species. potentially affected by the construction and operations reinitiated consultation with USFWS under Section impacts described. 7 for the Route Modifications. USFWS concurred with DOE’s determination that the proposed changes do not alter its effects determination that the CHPE project May Affect, but is Not Likely to Adversely Affect the endangered Indiana bat (Myotis sodalis), the endangered Karner blue butterfly (Lycaeides melissa samuelis), or the threatened northern long-eared bat (Myotis septentrionalis) or critical habitat on March 29, 2021.

State Listed Terrestrial Species: 1 additional threatened species potentially affected by the Route Modifications based on NY Natural Heritage Program review – northern long-eared bat (Myotis septentrionalis). This species is also federally listed and was covered in the Endangered Species Act Section 7 consultation. Wetlands Temporary wetland impacts from transmission line Wetland delineations were performed along the The wetland impact types and mechanisms are construction. Wetland vegetation in the corridor would Route Modifications. The wetland impact types and the same, and overall, there would be less be cleared, transmission line buried, and wetland mechanisms are the same as described in the 2014 permanent and temporary wetland impacts with restored in areas that do not need to be permanently FEIS, because construction and operation would be the Route Modifications. maintained; re-establishment anticipated to occur conducted generally in the same manner along the naturally. Permanent wetland impacts from clearing Route Modifications. One notable difference is the Temporary impacts on forested wetlands are and maintaining (during operations) corridor. Forested Applicant’s addition of another cable installation nearly 10 acres less; a slightly greater impact (2.3 wetlands would be converted to non-forested wetland option called Series Installation Method. This acres) on non-forested wetlands. and maintained, and non-forested wetlands would be method would reduce surface disturbance and cleared and maintained. lessen the duration of impact compared to the The same amount of permanent impact on direct burial technique. forested wetlands and one acre less of impact on Temporary impacts to 16.2 acres of forested wetlands non-forested wetlands. and 51.2 acres of non-forested wetlands.

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Temporary impacts to 6.4 acres of forested Permanent impacts to 0.6 acre of forested wetlands wetlands and 53.5 acres of non-forested wetlands. and 9.7 acres of non-forested wetlands. Permanent impacts to 0.6 acres of forested U.S. Army Corps of Engineers (USACE) Section 404 wetlands and 8.7 acres of permanent impact on Permit Issued on April 20, 2015. non-forested wetlands.

Geology and Soils Construction impacts on soils and geology include The soils and geology impact types and The soil and geology impact types and short-term increases in soil erosion, soil compaction, mechanisms are the same as described in the 2014 mechanisms are the same. The Route and bedrock blasting. In the aquatic environment, FEIS, because construction and operation would be Modifications would result in less transmission line construction would result in localized modification of conducted generally in the same manner along the in Lake Champlain and Hudson River and about lakebed and river microtopography; suspension, Route Modifications. One notable difference is the 10.6 additional miles of transmission line in the transport, and resettlement of sediments. No impacts to Applicant’s addition of another cable installation terrestrial environment, primarily in existing and soils and geology are anticipated in the aquatic option called Series Installation Method. This already disturbed road/railroad ROW. environment during operations. In the terrestrial method would reduce surface disturbance and environment, operations could result in short-term soil lessen the duration of impact compared to the 22,000 less cubic yards of temporary disturbance erosion and sedimentation due to periodic mowing, tree direct burial technique. of Lake Champlain sediment. clearing activities, or emergency repairs. 105,000 cubic yards of temporary disturbance of 0.8 acres less of temporary terrestrial upland 127,000 cubic yards of temporary disturbance of Lake Lake Champlain sediment. disturbance. Champlain sediment. 645.2 acres of temporary terrestrial upland 3 cubic yards less of temporary disturbance of 646 acres of temporary terrestrial upland disturbance. disturbance. Hudson River sediment.

229,000 cubic yards of temporary disturbance of 228,997 cubic yards of temporary disturbance of Same cubic yards of disturbance in the Harlem Hudson River sediment. Hudson River sediment. River.

11,000 cubic yards of disturbance in the Harlem River. 11,000 cubic yards of disturbance in the Harlem Same linear feet of rock blasting in Harlem River. River. 460 feet of rock blasting in Harlem River. No difference in the prime farmland that would be 460 feet of rock blasting in Harlem River. affected. Prime farmland mapped in ROI, but most impact would occur in already disturbed road and railroad ROW and Prime farmland mapped in ROI, but most impact not available for agricultural use. would occur in already disturbed road and railroad ROW and not available for agricultural use. Infrastructure Lake Champlain Segment Construction: No subsurface infrastructure is Construction: Terrestrial subsurface infrastructure Construction: The greater terrestrial distance for identified in the 2014 FEIS for the Lake Champlain may be encountered for construction of the Putnam the Route Modification than for the Current Route

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Segment in aquatic areas that would be replaced by Station Route Modification. The Current Route and the modification from construction in a the Putnam Station Route Modification. included no terrestrial construction in this segment. railroad ROW to construction in road ROWs would increase the potential for infrastructure crossings The Putnam Station Route Modification replaces during construction. Construction methods and aquatic construction with terrestrial construction mitigation methods for infrastructure crossings within an existing road ROW. Infrastructure would be similar for construction of the Route impacts, including potential crossings of subsurface Modification as for construction of the Current infrastructure, would therefore occur along the Route. approx. 7.5 mile Putnam Station Route Modification that would not have occurred for the Current Route. Overland Segment Construction: There are many instances of Construction: The Fort Ann , Schenectady, Selkirk Construction: The slightly greater terrestrial aboveground electrical infrastructure within the Current Rail Yard, and Catskill Creek Route Modifications distance for the Route Modifications than for the Route in this segment; specific subsurface locations would encounter different subsurface infrastructure Current Routes would slightly increase the are not reported in the 2014 FEIS. Infrastructure within systems and line intersections than would the potential for infrastructure crossings during this segment includes overhead electrical power Current Route. construction. The modification from construction in transmission and distribution facilities. Impacts on road ROW to construction in railroad ROW for the existing underground electrical lines would occur where The Fort Ann route modification includes approx. 4 Schenectady Route Modification and modification they would be crossed by the proposed Current Route miles of new construction in existing road ROW, from railroad ROW to road ROW for the Fort Ann, in a road or railroad ROW due to potential temporary replacing construction in an existing railroad ROW Selkirk Rail Yard, and Catskill Creek ROW would interruptions of services. for the Current Route. result in different infrastructure being affected by construction. Construction methods and mitigation The Schenectady Route Modification would be methods for infrastructure crossings would be constructed primarily in existing/expanded railroad similar for construction of the Route Modification ROW. The Current Route anticipated construction as for construction of the Current Route. primarily in existing ROW.

The Selkirk Railyard Route Modification includes approx. 5 miles of new construction in existing road ROW, replacing construction in an existing/expanded railroad ROW for the Current Route.

The Catskill Creek Route Modification would be constructed in existing road ROW. The Current Route anticipated construction primarily in existing / expanded railway ROW.

Hudson River Segment Construction: Thirty-two commercial and known but Construction: The Rockland County Route Construction: The greater terrestrial distance for unspecified infrastructure systems and line Modification would encounter different terrestrial the Route Modification than for the Current Route intersections with the Current Route (i.e., crossings) in subsurface infrastructure systems and line and the modification from construction in a the Hudson River Segment were identified. Impacts on intersections than would the Current Route. railroad ROW to construction in road ROW would

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

existing electrical services would occur during slightly increase the potential for infrastructure construction where the Current Route would cross The Rockland County Route Modification would be crossings during construction. Construction buried electrical infrastructure. constructed in (under) existing road ROW, including methods and mitigation methods for infrastructure NYS Route 202 / 9W. The Current Route crossings would be similar for construction of the The 2014 FEIS identifies specific infrastructure that anticipated construction primarily in Route Modification as for construction of the would be affected by the Current Route, see Section existing/expanded railroad ROW. Current Route. 3.3.12. Thirty-two commercial and known but unspecified infrastructure systems and line The Route Modification would have no effect on the intersections with the CHPE Project ROI (i.e., submarine infrastructure crossings in the Hudson crossings) in the Hudson River Segment were River as described in the 2014 FEIS. identified. NYC Metro Segment Construction: Approx. 4.5 acres of previously Construction: Approx. 5.5 acres of previously Construction: The greater distance between the disturbed upland area would be disturbed by cable disturbed upland area would be disturbed by cable converter station and the substation for the installation beneath railroad or road ROWs and the installation beneath railroad or road ROWs and Converter Station and Astoria Route Modifications construction at the Permitted Converter Station construction at the proposed Converter Station would slightly increase the potential for location. relocation. The Astoria AC Route Modification, infrastructure crossings during construction. Astoria-Rainey Cable Modification Route Construction methods and mitigation methods for The 2014 FEIS identifies specific infrastructure that Modification, and converter station would be infrastructure crossings would be similar for would be affected by the Current Route, see Section conducted in areas in Astoria adjacent to / within construction of the Route Modification as for 3.4.12. existing electric power generating facilities in construction of the Current Route. addition to being adjacent to other industrial Fourteen commercial and known but unspecified facilities. infrastructure systems and line intersections with the Current Route (i.e., crossings) in the New York City The Route Modifications would have no effect on Metropolitan Area Segment. Impacts on existing the submarine infrastructure crossings in the NYC electrical services would occur during construction metro segment as described in the 2014 FEIS. where the Current Route would cross buried electrical infrastructure. The Harlem River Yard Route Modification, Astoria- Rainey Interconnection Route Modification, and Converter Station relocation would encounter different subsurface terrestrial infrastructure systems and line intersections than would the Current Route. Recreation Lake Champlain Segment Construction: Construction would be entirely Construction: Construction would be underwater Construction: Application of the Maintenance underwater in this segment. There would be increased in this segment with the exception of the Putnam and Protection of Traffic Plan to the Putnam vessel activity along the transmission line route through Station Route Modification. Impacts within Lake Station Route Modification would mitigate Lake Champlain, including short-term closure of the Champlain would be reduced from the 2014 FEIS; potential recreation impacts from construction of immediate area around the cable installation vessels. the Putnam Station Route Modification would the Putnam Station Route Modification. Access to shoreline recreational areas (i.e., boat replace approx. five miles of underwater

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

launches and piers) could be partially restricted for a construction. No recreational or other impacts to short period of time during construction for safety Lake Champlain would occur in the area replaced reasons when the cable-laying operation is close to by the Route Modification. shore. The Putnam Station Route Modification would be constructed in part on New York State Bicycle Route 9, a designated recreational route. The New York State Bicycle Route is identified in the 2014 FEIS Appendix F Table F-2 Land Use Within the Overland Segment of the Proposed CHPE Project but is not described in Appendix K Visual and Recreational Resources along Proposed CHPE Project Route with respect to impacts to recreation.

Temporary closure for line construction would result in short-term impacts to recreation.

Traffic volumes along this stretch of the road are expected to be consistent with those for the section of Route 22 along the Permitted Route. The proposed Putnam Station Route Modification would represent an extension of this work and the Maintenance and Protection of Traffic Plan would be applied. The Putnam Station Route Modification may require temporary closure of one lane of Route 22; complete closure of Route 22 is not anticipated to be required for construction. Lake Champlain Segment Operation: Underwater cable maintenance would Operation: No recreational or other impacts to Operation: Temporary / short-term lane closures result in short-term operation of vessels in Lake Lake Champlain would occur in the area replaced would occur periodically for maintenance of the Champlain. Emergency repair activities required to by the Route Modification. line, resulting in potential short-term / temporary recover, splice, and install a new cable section, if impacts to the designated recreational route. necessary, would result in similar impacts as those that The Putnam Station Route Modification would be would occur during installation. constructed in part on New York State Bicycle Route 9, a designated recreational route. Temporary closure for line maintenance would result in short-term impacts to recreation. Overland Segment Construction/Operation: Recreational areas within Construction/Operation: The Schenectady Route Construction/Operation: The Schenectady 100 feet of the transmission line in the Modification would avoid impacts to Hillhurst Park Route Modification would avoid impacts to Overland Segment are Bertha E. Smith Park, in Schenectady. Impacts to other parks in the recreational areas in Schenectady. Gansevoort Town Park, Hillhurst Park, Roger Overland Section would not be affected by the Keenholts Park, Jim Nichols Park, and Mosher Park. Route Modifications.

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Hudson River Segment Construction/Operation: Recreational areas within Construction/Operation: The Rockland County Construction/Operation: The Rockland County 100 feet of the transmission line in the Hudson River Route Modification would result in a 1,000 foot net Route Modification would avoid temporary Segment are Tivoli Bay WMA, Hudson State Historic decrease of cables within the Hudson River. This construction and operation impacts to recreational Park, Stony Point Battlefield State Park, Haverstraw modification also would avoid construction under areas that would be affected by construction and Beach State Park, Hook Mountain State Park, and Stoney Run Battlefield Historic Site, and approx. operation of the Current Route. Rockland Lake State Park. 0.5 mile of HDD construction in Hook Mountain State Park avoided by Route Modification. The Rockland County Route Modification would cross Hook Mountain / Nyack Beach Bikeway at a different location. NYC Metro Segment Construction: Construction of the Converter Station Construction: The HRY Modification goes through Construction: Construction for the entire length and Astoria to Rainey HVAC interconnection Randall’s Island Park / Sunken Meadow Loop that of the HRY Alternative has been estimated as could be visible and audible from at least 15 includes recreation fields. Randall’s Island Park is consuming the same amount of time or less as recreational resources, depending on the viewsheds of not identified in 2014 FEIS Appendix F Table F-2 construction of the corresponding section of the the resources. Land Use Within the Overland Segment of the Current Route. The HRY Alternative involves an CHPE Project but is listed in Appendix K -- Visual additional HDD. However, the existing Construction of the Astoria to Rainey interconnection and Recreational Resources along CHPE Project infrastructure, traffic, and land uses along the from the Astoria Annex Substation would occur Route. Current Route would slow down construction as adjacent to Chappetto Square, Triborough Bridge compared to the Route Modification. The HRY Playgrounds, and Astoria Health Playground, and The Converter Station would be further away from Route Modification was proposed due to practical approx. two blocks from Astoria Park and Rainey Park. recreation areas than the Permitted Converter difficulties that would be encountered to install the Construction activities could be visible from these Station location, and impacts to recreation areas cables along the Current Route. parks, but the parks would not be directly affected by would therefore be reduced by the relocation. construction. Noise from construction equipment at the On Randall’s Island, the Applicant has committed construction site could affect use of portions of the Construction of the Astoria-Rainey interconnection to ensuring that public access is maintained parks near the transmission line route during the short would occur on Shore Blvd., adjacent to Astoria throughout the Park during construction. This period of time construction is occurring. Other parks in Park; Broadway (Astoria), adjacent to Long Island would be done by creating bypasses around the ROI but further away from the transmission line City HS athletic fields; and Vernon Blvd., adjacent construction for any pathways or roads used by would not be affected by construction activities. to Socrates Sculpture Garden and Rainey Park. the public. The Applicant has committed to The relocated Astoria-Rainey interconnection would working with the NYC Parks Department to be approx. 1,500 feet from Chappetto Square, schedule construction during off-peak periods at Triborough Bridge Playgrounds, and Astoria Health the Park. In addition, as requested by NYC Parks Playground. Astoria Park and Rainey Park are not Department, the initial HDD would terminate identified in the 2014 FEIS Appendix F Table F-2 within a single lane of the Bronx Shore Road. Land Use Within the Overland Segment of the Proposed CHPE Project but are listed in Appendix Recreationalists and occupants of Randall’s K -- Visual and Recreational Resources along Island Park may experience temporary Proposed CHPE Project Route. disturbance and traffic inconvenience associated with construction activities. These effects would The expected installation time adjacent to the Long be temporary and, in general, most disturbances Island City HS is expected be the same as

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

assumed for installation adjacent to such features would last only a brief period of a few days or a located along the Current Route. week at any particular location.

The expected temporary recreational impacts for the Route Modification would be the same as described in Section 5.4.13 of the 2014 FEIS but affecting different recreational areas than those that would be the Current Route. The expected installation time adjacent to the Astoria Park / Rainey Park is expected be the same as assumed for installation adjacent to similar recreational features located along the Current Route. Temporary recreational impacts to Chappetto Square, Triborough Bridge, and Astoria Health playgrounds during construction would be comparable to those that would be affected by the Current Route. Impact mitigation methods for recreational impacts would be the same for the Route Modification than for the Current Route. NYC Metro Segment Operation: Emergency repairs of the Astoria-Rainey Operation: Impacts of line maintenance for the Operation: Temporary / short-term lane closures Interconnection or Converter Station would not impact Route Modification would be similar to impacts for would occur periodically for maintenance of the access to or use of recreational resources, because line maintenance for the Current Route. Potential line. Access to recreation areas would be these activities would last a few hours in any one impacts to use/access to Astoria Park, Rainey maintained at all times in accordance with a location and access to recreation areas would be Park, LIC H.S. athletic fields, and other recreational Maintenance and Protection of Traffic Plan. maintained at all times in accordance with a resources would be similar to impacts to Maintenance and Protection of Traffic Plan. recreational resources affected by the Current Route. Mitigation measures applied for impacts to recreational resources would be the same for the Route Modification as for the Current Route. Noise Lake Champlain Segment Construction: Construction activities would generally Construction: The HDD Cofferdam at MP 101 Construction: Additional receptors in the Putnam occur at distances greater than 500 feet from noise- would not be constructed and noise impacts would Station area would be exposed to short-term sensitive land uses. Localized temporary noise level be avoided; aquatic construction at MP 101 would noise impacts from construction of the Route increases on the water and at land staging areas. The be replaced by terrestrial line construction for the Modification than from construction of the Current HDD cofferdam location at MP 101 would also be Putnam Station Route Modification. Route due to the additional terrestrial construction approximately 300 feet from shore. At this distance, distance for the Route Modification. Construction noise level would be approx. 62 dBA, below the Temporary noise impacts would occur from methods and construction duration would be NYSDEC 65 dBA noise assessment guideline for new terrestrial line construction of the Putnam Station similar for the Route Modification as for the noise sources in a non-industrial setting. Work at the Route Modification; the Lake Champlain Segment Current Route. cofferdam site would be restricted to daylight hours, did not include terrestrial construction.

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

and construction equipment would be equipped with appropriate mitigation. Lake Champlain Segment Operation: Noise levels generated from emergency Operation: Temporary noise impacts would occur Operation: Noise impacts from inspections and repair activities would be similar to those expected from terrestrial line maintenance of the Putnam maintenance for the Route Modifications would be during construction, except the work would be Station Route Modification; the Lake Champlain similar to noise impacts from inspections and restricted to a discrete area where repairs would be Segment did not include terrestrial construction. maintenance for the Current Route. made and would be shorter in duration. Overland Segment Construction: Noise-sensitive receptors in this Construction: Noise receptors in Scotia and Construction: Additional residential receptors in segment include residences, schools, churches, adjacent areas have not been modeled for the Scotia and adjacent areas would be exposed to libraries, and hospitals. Areas in which a quiet setting is Schenectady Route Modification. Based on short-term noise impacts from construction of the a basis for recreational use of the area might also be available land use data, the proposed Schenectady Route Modification than from construction of the considered noise-sensitive. There are numerous noise- Route Modification would be located in proximity to Current Route. Construction methods and sensitive receptors within the ROI that could be a greater percentage of residential land use construction duration would be similar for the impacted by construction activities. Sensitive land uses (21.67%) than would the Current Route (6.3%). Route Modification as for the Current Route. along the Current Route are identified in the 2014 FEIS However, these impacts would be consistent with Appendix F.2. those expected for the Overland Route as a whole, as described in Section 5.2.17 of the 2014 FEIS. Land use in downtown Schenectady (the Current Route) is broadly classified as commercial / industrial / transportation. However, this area also includes residential use in addition to the shops and offices typically found in a downtown setting. Overland Segment Operation: Short-term noise level changes during Operation: Noise receptors in Scotia and adjacent Operation: Noise impacts from inspections and inspections and maintenance of the ROW. areas have not been modeled for the Schenectady maintenance for the Route Modifications would be Route Modification. Temporary noise impacts similar to noise impacts from inspections and would occur from terrestrial line maintenance of the maintenance for the Current Route. Route Modifications. Hudson River Segment Construction: For this segment, portions of the Construction: Noise receptors in W. Haverstraw Construction: Slightly more residential receptors transmission line route would be installed on land in and adjacent areas have not been modeled for the in W. Haverstraw and adjacent areas would be railroad and road ROWs around Haverstraw Bay, Rockland County Route Modification. Based on exposed to short-term noise impacts from which has similar natural and man-made sound available land use data, noise impacts from the construction of the Route Modification than from sources as the Overland Segment. Noise-sensitive Rockland County Route Modification construction construction of the Current Route. Construction receptors in the Hudson River Segment include within road ROWs could affect more residential methods and construction duration would be residences, schools, libraries, and hospitals primarily receptors than would construction of the Current similar for the Route Modification as for the along the Haverstraw Bay bypass area. Areas in which Route within railroad ROW. Route Modification Current Route. a quiet setting is a basis for recreational use of the area construction would occur within the ROW of Route can also be considered noise-sensitive. Given the high 202 and Route 9W in Rockland County. development / population density, there are numerous potential noise-sensitive receptors within the ROI that could be impacted by construction activities. Sensitive

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

land uses along the Current Route are identified in the 2014 FEIS Appendix F.2. Hudson River Segment Operation: Short-term noise level changes during Operation: Noise receptors in W. Haverstraw and Operation: Noise impacts from inspection and inspection and maintenance of the ROW. adjacent areas have not been modeled for the maintenance for the Route Modifications would be Rockland County Route Modification. Temporary similar to noise impacts from inspection and noise impacts would occur from terrestrial line maintenance for the Current Route. maintenance of the Route Modification. NYC Metro Segment Construction: Construction of the aquatic Construction: The blasting area in the Harlem Construction: Construction / traffic management transmission line in this segment would cause a River would not be affected by the Harlem Rail methods within Queens for the Route Modification temporary increase in the noise environment Yard Route Modification. are expected to remain the same as for the surrounding active construction activities. The HDD Current Route. cofferdam location at MP 330 would be at least 100 The proposed relocation of the Converter Station is feet from the shoreline. Cable installation activities within the same Census Tract as the Permitted The expected installation time for the Route would comply with the New York City 79 dBA noise Converter Station; there is no residential population Modification adjacent to Long Island City HS is guidelines for industrial and commercial areas. There within this Census Tract. expected to be the same as assumed for are parks located along the Harlem River in Manhattan installation adjacent to such features located and the Bronx that could experience an increase in Different noise receptors would be affected by HDD along the Current Route. noise levels from transmission line installation construction (Randall’s Island) and Astoria-Rainey activities. However, ambient noise levels in these areas cable construction (various parks in Astoria, Long Overall, the Route Modification is 3.38 miles in are elevated due to traffic noise from adjacent Island City HS) than would be affected by the length compared to the Current Route length of highways. Given the average daily rate of progress of Current Route. 3.39 miles. Therefore, there would be essentially construction activities during continuous installation, it the same expected temporary noise impacts but is unlikely that shoreline receptors would be subject to involving different receptors. There is no expected noticeable sound increases from the CHPE Project for change to the previously adopted noise mitigation more than a few hours at a time. measures as described in the 2014 FEIS. NYC Metro Segment Operation: A noise-simulation computer model Operation: The proposed Converter Station Operation: Noise impacts from the Converter (Cadna-A) was used to estimate noise at nearby location would be further from residential noise Station operation are expected to be consistent residential and industrial areas due to operation of the receptors than the Converter Station location with those described in the 201 FEIS Section proposed Converter Station. All residences located to evaluated in the 2014 FEIS; noise impacts would 5.4.17 for similar facilities. Noise receptors would the southwest of the proposed Converter Station site be reduced for the proposed Converter Station be more distant from the Modified Converter are outside of the 50-dBA operational noise contour relocation from the Permitted Converter Station Station location than from the Permitted location, line, which means levels are below 50 dBA and below location. resulting in lower noise impacts for the the New York City Noise Code thresholds for these Modification location. types of noise sources. Short-term noise level changes As for construction, different noise receptors would would occur during inspection and maintenance of the be affected by cable O&M in Astoria for the Route Noise impacts from inspection and maintenance cable and the Converter Station. Modification than for the Current Route. for the Route Modification would be similar to Noise impacts from maintenance of the Route noise impacts from inspection and maintenance Modification would affect Astoria Parks, Long Island for the Current Route but affecting different City HS, and other receptors that would not be receptors. affected by the Current Route.

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Environmental Justice1 Lake Champlain Segment Construction: The 15 census tracts that compose the Construction: Construction: ROI reported minority or low-income populations that Putnam Station: The Route Modification would Putnam Station: The potentially affected were generally lower than those for New York State. affect the same Census Tracts as the Current population in census tract 820.02 is approximately Impacts for all populations, including minority and low- Route (820.02). 5 percent minority; median household income in income populations, would be small, and occur on a Census Tract 820.02 is approximately 85 percent transitory and temporary schedule, solely in aquatic However, the Route Modification shifts from an of the statewide median household income. environments and would not be in close proximity to aquatic route, for which there are no human populations residing on land. receptors in the vicinity of the construction impacts, Census Tract 820.20 population is not defined as to a terrestrial route for which there are potentially minority or low income, and therefore, there are human receptors in the vicinity. no Environmental Justice impacts. Lake Champlain Segment Operation: Operation would occur entirely underwater Operation: The proposed Putnam Station Route Operation: Census Tract 820.20 population is not within this segment. Air emissions and noise from Modification would affect the same Census Tracts defined as minority or low income, and therefore, vessel traffic and construction equipment would have a as would the Current Route. there are no Environmental Justice impacts. small effect on all populations, including minority and low-income populations, and would occur on an intermittent, temporary schedule, solely in aquatic environments, and at a duration and frequency less than that required for construction. Overland Segment Construction: There are 44 census tracts in the ROI, Construction: Construction: with various minority and low-income population levels Fort Ann: The Current Route and the Route Fort Ann: There are no major changes to the that are generally lower than those for New York State. Modification are within the same Census Tracts Route Modification based on Census Tracts or Effects would be expected to occur equally among all (810 & 820.01); therefore, the environmental justice impacts, therefore, the Route Modification would populations along this segment and primarily in existing characteristics and impacts would not be affected not cause a difference in Environmental Justice railroad and road ROWs. Therefore, potential effects by the Route Modification. impacts. from construction on all populations, including minority and low-income populations would be small, and would occur on a transitory and temporary schedule. Noise generated from construction equipment usage, blasting, and detouring traffic around work sites would occur on a temporary basis as the transmission line is installed. Work areas would only be present in a given location for 2 weeks or less at a time. Overland Segment Schenectady: The Schenectady Route Schenectady: The potentially affected minority Modification would affect different Census Tracts and low income EJ populations for the Route than would the Current Route. Modification are lower than the potentially affected EJ communities for the Current Route. There would be less population disturbance for the

1 All data from the U.S. Census Bureau, American Community Survey 5‐year estimates, 2019.

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

The Current Route would affect Census Tracts: Route Modification, as more than half of the road 324.02, 202, 203, 335, 326.02. segment falls along rural road (non-highway / residential). Construction noise impacts would The Route Modification would affect Census Tracts: remain temporary and minimal. Construction 324.02, 324.03, 322, 326.02. disturbance may occur during construction across the Interstate 890 loop. Potential impacts to EJ The Route Modification circumferences Scotia communities (and population in general) would be village, whereas the Current Route affects lower for the Route Modification than for the Schenectady City and Rotterdam directly but does Current Route. Poverty and minority population not affect Scotia village. Scotia village has a levels are lower in the Route Modification areas population of 7,642 (in comparison to 65,273 in compared to the Current Route areas. Schenectady and 29,973 in Rotterdam). Minority populations are much lower in Scotia (5.40%) in Poverty levels were much higher along the comparison to Schenectady City (43.5%) and Current Route in census tracts 202 and 203 at Rotterdam (10.7%). Poverty levels are about the 21.95% and 15.16% in comparison to 4.94% in same level at about 9.10% in Scotia and 7.4% in Census Tract 322, and 4.8% in Census Tract Rotterdam and higher (19.4%) in Schenectady. 324.03. Populations are much greater in Census There is one roughly half mile segment in which the Tract 322 at 4,838 compared to 1,995 in Census route crosses Interstate 890 loop, which may cause Tract 202 and 798 in Census Tract 203. There are some temporary construction disturbance. lower levels of minorities present in Census Tract 322 at 6.28% when compared to Census Tract 202 at 36.34% and Census Tract 203 at 25.81%, and 2.4% in Census Tract 324.03. Given poverty, population, and demographic differences, the potentially affected minority and low-income population for the Route Modification would be less than for the Current Route. Overland Segment Selkirk Rail Yard: The Selkirk Route Modification The Selkirk Rail Yard Route Modification impacts shifts to NYS Routes 32, 54, 53, cuts through and mechanisms would be similar to those for the vegetation and through NYS Route 396. There are Current Route. There are no significant changes no major population changes between the Current to the Route Modification based on Census Tracts Route and Route Modification, and they arewithin or impacts, therefore, the Route Modification the same Census Tract (143.02). would not cause a difference in Environmental Justice impacts. Overland Segment Catskill Creek: The Catskill Creek Route The Catskill Creek Route Modification impacts Modification would have minimal effect with respect and mechanisms would be similar to those for the to Environmental Justice impacts. The Census Current Route. The density of human receptors Tracts for the Current Route and the Route would be slightly higher for the Current Route than Modification are similar in population size, poverty for the Route Modification, and potentially affected levels, and minority population. The Current Route minority and low income population for the Route is located in Census Tract 810, whereas the Route Modification would be lower than for the Current

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Modification is located in Census Tract 811.02. The Route. Therefore, the Route Modification would population in Census Tract 810 is greater than in not cause a difference in Environmental Justice Census Tract 811.02 at 4,396 compared to 2,871. impacts. There is a 2% difference in racial demographics (75.86% white in Census Tract 810 and 73.70% white in Census Tract 811.02). Poverty levels are lower in the Route Modification area at 11,77% compared to 19.70% in Census Tract 810 for the Current Route. Overland Segment Operation: Maintenance and emergency repairs Operation: Temporary noise and traffic and Operation: Temporary noise and traffic and impacts would include air emissions and noise from transportation impacts would be similar for the transportation impacts from maintenance of the equipment and would impact all populations, including Route Modifications as for the Current Route, in Route Modification would be low and of short minority and low-income populations, but would be some areas affecting different receptors. duration and would not differ between the Current small because they would occur on an intermittent, Route but would affect different receptors. temporary schedule primarily in existing railroad and Mitigation methods for noise, traffic, and road ROWs, and over durations and frequencies less transportation impacts would not differ between than required for construction. the Route Modification and the Current Route. Low and short-duration impacts from operations do not represent Environmental Justice impacts.

Hudson River Segment Construction: The 56 census tracts in the ROI Construction: Construction: Temporary noise, traffic, and Rockland County predominantly border the Hudson River and reported transportation impacts from construction of the minority or low-income population levels that were Rockland County: The Rockland County Route Rockland County Route Modification would be low generally lower than those for New York State. Effects Modification would affect different Census Tracts and of short duration and would not differ from the from construction on all populations, including minority than would the Current Route. Current Route but would affect different receptors. and low-income populations, including air emissions Demographics of affected areas differ for the and noise from vessels, traffic, and construction The Current Route would affect Census Tracts Rockland County Route Modification and the equipment, would be small and occur on a transitory 101.01, 102, 106.02, 107.01 & 109.02. Current Route. Construction of the Route and temporary schedule; these effects would occur Modification would impact Census Tracts with primarily in aquatic environments removed from The Route Modification would affect Census Tracts monitory/low-income populations and could affect populations residing on land and primarily in existing 101.01, 102, 101.02, 106.01, 106.02, 107.01, a higher number of receptors. However, roads and railroad or road ROWs. 109.01 & 109.02. construction impacts would be low and temporary for either the Route Modification or the Current The Route Modification would affect three Census Route. Mitigation methods for noise, traffic, and Tracts that would not be affected by the Current transportation impacts would not differ between Route. There are no significant demographic the Route Modifications and the Current Route. differences between the Current Route Census Low and short-duration impacts from construction Tracts and the Route Modification Census Tracts. do not represent high and adverse Environmental Census Tract 106.01, which would be affected by Justice impacts. the Route Modification but not by the Current Route, is approximately 45 percent Hispanic;

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Census Tract 106.02, which would be affected by both the Route Modification and Current Route is approximately 55 percent Hispanic. The median household income in Census Tract 106.02 is approximately 60 percent of the County average; median household income in Census Tract 106.01 is approximately 90 percent of the County average.

The Rockland County Route Modification moves the route from a sparsely populated segment along a railroad ROW, to a densely populated segment along a road ROW. There is roughly a half a mile (0.54) difference between the Current Route and the Route Modification segment. The Current Route segment may cause temporary disruption of traffic along Route 202/Route 9W and residential areas. These impacts would not occur for the Current Route segment constructed through the railroad ROW. Rockland County population estimate (2019) is 325,789; 22.10% minority population and 12.50% below poverty line. Hudson River Segment Operation: Maintenance and emergency repairs Operation: Temporary noise, traffic, and Operation: Temporary noise, traffic, and impacts would include air emissions and noise from transportation impacts would be similar for the transportation impacts from maintenance of the equipment and would impact all populations, including Route Modifications as for the Current Route, in Route Modification would be low and of short minority and low-income populations, but would be some areas affecting different receptors. duration and would not differ between the Route small, because they occur on an intermittent, Modification and the Current Route but would temporary schedule primarily in existing railroad and affect different receptors. Mitigation methods for road ROWs, and over durations and frequencies less noise, traffic, and transportation impacts would not than required for construction. differ between the Route Modification and the Current Route. Low and short-duration impacts from operations do not represent Environmental Justice impacts. NYC Metro Segment Construction: The 26 census tracts in the ROI Construction: Construction: HRY generally reported higher percentages of minority and Harlem Railyard: The HRY Route Modification Harlem Railyard: The Route Modification would low-income populations than for New York State, would affect different Census Tracts than would be cross over an additional Census Tract (240 – particularly in Astoria. Transmission line construction affected by the Current Route. Randall’s Island) that would not be affected by the would not cause minority or low-income populations to Current Route. However, there would e no experience disproportionately high and adverse effects, The Current Route would affect Census Tracts: substantive changes to impacts between the because construction activities would be underwater, or 242, 19, 107.01. Current Route and Route Modification, as th is underground in existing railroad or road ROWs or only one census tract difference, which is located industrial areas, and would be temporary and transitory

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

in nature. The Converter Station would be constructed The Route Modification would affect Census Tracts: in a sparsely populated area (parkland area on in an industrial area that has no permanent residents in 242, 19, 240, 107.01. Randall’s Island). its Census Tract or within 500 feet of the route; therefore, no impacts on minority and low-income The HRY Route Modification crosses over a bridge populations would occur from construction. Impacts of and the Harlem River and crosses a major highway Astoria-Rainey interconnection construction would be connecting Randall’s Island to Port Morris. The similar to routine installations of water, sewer, natural Current Route crosses the same body of water, gas, telephone, and electric distribution lines in city bridge, and highway at different points. There streets. Construction noise and dust from pavement would be no substantive differences in impacts removal, trenching, blasting, detouring traffic around between the two routes surrounding HRY. work sites, cable installation, and surface restoration would temporarily affect adjacent areas; work areas would only be present in a given location for 2 weeks or fewer at a time. NYC Metro Segment Construction: The 26 census tracts in the ROI Construction: Construction: Astoria AC Line / Astoria Rainey generally reported higher percentages of minority and Astoria AC Line/Astoria Rainey Cable: The Astoria AC Line/Astoria Rainey Cable: Cable low-income populations than for New York State, Astoria Rainey Route Modification would affect Temporary noise and traffic and transportation particularly in Astoria. Transmission line construction different Census Tracts than would be affected by impacts from construction of the Route would not cause minority or low-income populations to the Current Route. Modifications would be low and of short duration experience disproportionately high and adverse effects, and would not differ between the Route because construction activities would be underwater, or The Current Route would affect Census Tracts: Modifications and the Current Route but would underground in existing railroad or road ROWs or 107.01, 111, 103, 101, 97, 95, 69, 71, 73, 79, 77, affect different receptors. Demographics of industrial areas, and would be temporary and transitory 45, 85, 39, 37. affected areas differ for the Route Modifications in nature. The Converter Station would be constructed and the Current Route. Construction of the Route in an industrial area that has no permanent residents in The Route Modification would affect Census Tracts: Modification would impact Census Tracts that its Census Tract or within 500 feet of the route; 107.01, 105, 103, 99, 91, 83, 79, 77, 45, 39, 37. have higher monitory/low income populations than therefore, no impacts on minority and low-income for the Current Route, and could affect a higher populations would occur from construction. Impacts of The Route Modification would affect fewer Census number of receptors. However, construction Astoria-Rainey interconnection construction would be Tracts than the Current Route. Approximately 0.92 impacts would be low and temporary for both the similar to routine installations of water, sewer, natural miles of the segment would be moved to a less Route Modification or the Current Route. gas, telephone, and electric distribution lines in city densely populated area within Census Tracts 105, Mitigation methods for noise, traffic, and streets. Construction noise and dust from pavement 103, and 99. transportation impacts would not differ between removal, trenching, blasting, detouring traffic around the Route Modifications and the Current Route. work sites, cable installation, and surface restoration Poverty Differences: Poverty levels are similar for Low and short-duration impacts from operations would temporarily affect adjacent areas; work areas Census Tracts affected by the Current Route and do not represent high and adverse Environmental would only be present in a given location for 2 weeks or the Route Modification. The only exception being in Justice impacts. fewer at a time. Census Tract 83, where the poverty level is slightly higher at 18.50% compared to 16.89% in Census Tract 97. In comparing Census Tracts 99, 91, 83 affected by the Route Modification to Census Tracts 97, 95, 69, 71 and 73 affected by the

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

Current Route, the poverty level is below 19% for all affected Census Tracts. There is no substantive difference in poverty levels between the Census Tracts affected by the Route Modification and Current Route.

Minority Populations: There are slightly higher minority populations levels in Census Tracts 99, 91, 83 that would be affected by the Route Modification in Census Tracts 69, 71, 71, 95, and 97 that would be affected by the Current Route. For the Current Route, the lowest level of minority population was in Census Tract 73 at 11.82%. The highest level of minority population for the Route Modification is Census Tract 83 at 41.89%. The average poverty level for the Census Tracts affected by the Current Route is 21.18%, compared to 35.61% in Census Tracts affected by the Route Modification. This indicates a substantive change in poverty levels between the Census Tracts affected by the Current Route and the Route Modification. NYC Metro Segment Operation: Human health and environmental effects in Operation: Temporary noise, traffic, and Operation: Temporary noise, traffic, and this segment would be limited to operation of the transportation impacts would be similar for the transportation impacts from maintenance of the Converter Station and maintenance and emergency Route Modification as for the Current Route, in Route Modification would be low and of short repairs of the transmission line. Effects on all some areas affecting different receptors. duration and would not differ between the Route populations, including minority and low-income Modification and the Current Route but would populations, from the operation of the Converter affect different receptors. Mitigation methods for Station would be small, because effects would primarily noise, traffic, and transportation impacts would not occur in an industrial area with no residential differ between the Route Modification and the population. Current Route. Low and short-duration impacts from operations do not represent Environmental Effects on all populations, including minority and low- Justice impacts. income populations, from maintenance or emergency repairs, which include air emissions and noise from equipment used for repairs, would be small, because such activities would be temporary and transitory in nature and would occur in aquatic environments, industrial areas, and existing railroad and road ROWs at durations and frequencies less than that required for construction.

Supplement Analysis for the Champlain Hudson Power Express Project DOE/EIS‐0447‐SA‐1

3.0 Cumulative Impacts Cumulative Impacts were discussed in Chapter 6 of the 2014 FEIS. No further analysis of cumulative impacts is warranted for this SA, because the proposed route modifications reduce the overall impacts of the CHPE Project.

4.0 Mitigation No changes to mitigation are proposed from the mitigation methods described in the 2014 FEIS.

5.0 Conclusion and Determination In accordance with NEPA and CEQ’s and DOE’s implementing NEPA regulations, DOE prepared this supplement analysis to evaluate whether the new circumstances or information require no further NEPA analysis, require supplementing the existing EIS, or require preparing a new EIS. DOE concludes that the proposed changes, including the proposed route modifications and the proposed converter station relocation, would result in an overall net reduction in all areas of impact. The impacts of the proposed changes would not be substantially different from the impacts analyzed in the FEIS. DOE concludes that the proposed changes relevant to environmental concerns are not significant, and therefore, do not require a supplement to DOE/EIS‐0447 Final Champlain Hudson Power Express Transmission Line Project Environmental Impact Statement, consistent with 40 CFR 1502.9(d)(4) and 10 CFR 1021.314(c)(2)(i)–(iii). No further NEPA documentation is required.